Carburetor heat control



Oct 1951 A. E. STOLTENBERG CARBURETOR HEAT CONTROL Filed Feb. 20, 1948 .To CARBURETOR mam-ma.

HEAT CONTROL MEMBER TO CARBURETOR THROTTLE "TO CARBURETOR HEAT CONTROL MEMBER ,TO CARBURETOR INVENTOR 4. 5. 5704 7fA 5AR6 ATTORNEY Patented Oct. 23, 1951 UNITED, STATES PATENT OFFICE CARBURETOR HEAT CONTROL Alvin E. Stoltenberg, Walcott, Iowa Application February 20, 1948, Serial No. 9,859

1 Claim. 1

The present invention relates to supplementary equipment for airplanes, and more particularly to mechanism for coordinating the movements of the throttle control and the carburetor heat control, As is well understood by those familiar with the airplane art, it is advisable and almost necessary, when closing the carburetor, as when slowing down for a landing, to turn heat on the carburetor, whereby to prevent freezing thereof. If the carburetor valve is closed without actuating the carburetor heat control to supply heat to the carburetor, as when landing, there is probability that ice will form in the carburetor throat, possibly resulting in a crack-up. In order to avoid this, planes are provided with a controller for turning heat on the carburetor before or at the time of actuating the carburetor valve.

Among the objects of this invention are the provision of means for attachment to the contro1 of an airplane which will prevent complete closure of the carburetor valve to idling position without turning on the carburetor heat; the provision of a mechanism for the purpose stated which will permit the carburetor heat to be turned on the carburetor 'without disturbing the carburetor control; the provision of an apparatus for the purpose indicated which is so constructed that it will be possible to easily remove the added equipment in a minimum of time, if such should be desirable or necessary; and such further objects, advantages, and capabilities as will hereafter appear and as are inherent in the construction disclosed herein. My invention further resides in the combination, construction, and arrangement of parts illustrated in the accompanying drawings and, while I have shown therein what is now regarded as the preferred embodiment of this invention, I desire the same to be understood as illustrative only and not to be interpreted in a limiting sense.

In the drawings annexed hereto and forming a part hereof,

Fig. 1 shows, in perspective, one form of embodiment of this invention attached to the carburetor control and the carburetor heat control of an airplane engine; and

Fig. 2 shows the same structure as is shown in Fig. 1 with the parts in a difierent position of adjustment.

When the airplane pilot is about to land his plane, he pulls back on the lever 4 to cause the carburetor to be adjusted to idling position. This first causes shortening of the composite link 6. However, when the end of the rod 8 engages the bottom of the hole in the sleeve into which therod sli des, the rod 8 is pushed backwardly, and this forces the lever I backwardly to the position shown in Fig. 2. The result of this is that the link 12 is pulled backwardly, and this pulls the heat control lever l4 backwardly, drawing the link l5 toward the rear, as shown in Fig. 2, from the position shown in Fig. 1. It is therefore seen that this is in the nature of automatic actuation of the heat control valve, so that actuation of his valve is insured whenever the carburetor valve is closed to idling position. Whenever the lever 4 is pushed forwardly to open the carburetor throttle valve, the link 6 is extended, partly or wholly, as shown in Fig. 1. This does not cause actuation of the carburetor heat control, for this is left in on position until the lever I4 is moved forwardly toward ofi position. Also, if the carburetor heat control lever I4 is moved toward off position, the carburetor throttle lever will be moved out of idling position and part way toward the position shown in Fig. 1.

It is of course understood that the specific description of structure set forth above may be departed from without departing from the spirit of this invention as disclosed herein and as defined by the appended claim.

Having now described my invention, I claim:

In an airplane having a cockpit wall, separate pivotally mounted carburetor heat supply and throttle control levers carried by said cockpit wall, the latter having means for limiting the throttle control lever to movement between its engine idling and its full throttle positions, said heat supply and throttle control levers being movable in parallel planes and in opposite directions to their heat on and full throttle positions, respectively, and likewise, of course, to their heat ofi and engine idling positions, respectively; the combination of telescoping sleeve and rod members, the bore of the sleeve member being closed adjacent its outer end, means pivoting the outer end of one of said sleeve and rod members to said throttle lever, a link pivoted at one end to said heat supply control lever and extending in the same direction as said telescoping rod and sleeve members, a swingable movement-transmitting lever pivoted adjacent one end to said cockpit wall, means pivoting said link to said movement transmitting lever adjacent its other end, means pivotally connecting the outer end of the other of said rod and sleeve members to said movement transmitting lever inwardly of said link pivot, and the inner end of said rod being spaced from the closed outer end of the sleeve bore when the throttle lever is in full throttle position, the length of said rod and sleeve bore being such that the inner end of the former will engage the outer end of the latter as the throttle lever approaches idling position, whereby said motion transmitting lever is actuated to swing the heat control lever from its heat ofi position to its heat on position.

ALVIN E. STOLTENBERG.

REFERENCES CITED The following references are of record in the file of this patent: 

